wright



G WRIGHT INTERNAL comsusnow ENGINE.

APPLICATION FILED MAR. 27 1916- w 9 1,314,561. latentcdbcpt. ML).

4 SHEETS SHEET 1- IN \/ENTEJI=\= BILEERTWFQ [3-HT A 1*, W 0W; ML.

fiWCIRB/EYS G. WRIGHT.

INTERNAL COMBUSTION ENGINE.

APPLICATION HLED MAR. 27.19l6.

1 ,3 1 4, 56 1 I Patented Sept. 2, 1919.

4 SHEETS-SHEET 2.

I Q fiTF R Y GILBERT WRIGHT, F S GHENECTADY, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

' Specification of Letters Patent.

Patented Sept. 2, 1919.

Application filed March 27, 1916. Seria'l No. 87,017.

'1 0 all whom it may concern:

Be it known that I, GILBERT WRIGHT, a

citizen of the United States, residing at Schenectady, in the county of Schenectady and State of New York, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

The present invention relates to engines or motors of the internal combustion type,

and has particular reference to a means for feeding fuel into the combustion chambers of the motor. The primary object of the invention is to provide in a plural cylinder motor of this-type, means by which the pressure of compression in one cylinder of the motor will act in a direct manner to cause an injection of fuel into another cylinder of the motor. Other objects, more or less subordinate to the one particularly above named, appear from the following detailed description of the invention, in connection with thedrawings illustrating the same, and particularly from the appended claims. It may be stated, however, that the production of all of the improvements hereinafter claimed is a part of such object. The essentials of the invention pointed out in, the appended claims may be embodied in many diverse structures. For the purpose of explaining these principles, however, I

have selected one of the diverse forms of which the invention may be embodied, this one being that which I consider at the present time to be the best in respect to efficiency and mechanical construction. In these drawings.

Figure 1 is a plan view of the form of engine referred to.

Fig. 2 is a side elevation partly in section, and with parts broken away, of the engine.

Fig. 3 is an end elevation, partly in cross section, of the blower end of the engine, representing the blower as removed.

Fig. 4 is a sectional view on a larger scale of part of one of the cylinder caps, showing one of the diaphragm pumps in detail.

Fig. 5 i s a sectional view in detail of the lining piece for one of the cylinders.

Fig. 6 is a cross sectional view of one of the cylinders taken through the lower part of the same, the

piston being shown in end VIEW.

Fig. 7'is an under plan view of one of thecylinder caps removed, with the cylinder lining attached.

Fig. 8 is a cross sectional View on the line 88 of Fig. 7.

Figs. 9 and 10 are detail views showing, respectively, in elevation and in cross section the wrist connection between the piston and piston rod used in the engine illustrated.

Fig. 11 is a sectional view showing a modification of this wrist connection.

The same reference characters indicate the same parts in all the figures.

Before proceeding to a.detailed description of the engine here illustrated I will say that such englne is ofthe two stroke cycle type and comprises six cylinders, the pistons of which act upon three cranks spaced 120 apart about the axis of the crank shaft. I wish it to be understood, however, that the invention is not limited to the two stroke cycle type of motor, nor is it limited to one having at least six cylinders. That partof the invention which relates to the means for injecting fuel into the'cylinders is applicable certainly to motors having four or more cylinders; while many of the structural features which are herein'claimed, are, as is fully evident from the description and number of cylinders operating on either the two stroke or the four stroke cycle. In the following description I shall combine an explanation of the broad principles and essentials of the invention with a description of the structural details wherein are found claimed features of the invention.

Referring to the embodiment herein shown, but without intending to indicate thereby any limitation of the invention to such particular embodiment, the part of the engine which may be considered for the purposes of this description as the frame, is shown to be composed of a cylinder block 12, crank case bottom 13, and cylinder caps 14. The cylinder block 12 is preferably constructed'as a single unit containing the lower parts or main portions of all of the cylinders 15, the upper part of the crank case 16, with the upper halves of thecrank shaft'bearings 17, and the air intake and required of the motor. The lower part of the crank case designated asa whole 13 is another unit, being also preferably a casting composed of an aluminum alloy, or other metal, and including the complementallower halves 20 of the crank shaft bearings.

Also forming part of this unit are the laterally projecting brackets 21 by which the engine frame may be secured to and supported by a bed frame or other support. A number of eye bolts 22 are pivoted by pins 23 to the crank case unit 13, in position to enter notches 24 formed in the cylinder block unit. Nuts 25 on these eyeIbolts bear against surfaces adjacent to such notches.

Said eye bolts and nuts thus form means securely connecting the crank case unit to the cylinder block' unit in a secure yet readily detachable manner. Bushings or linings 26 are arranged in the usual manner in the bearings to make direct contact with the crank shaft, one end of which is shown and is-designated 27.

The cylinder caps 14 are independent of one another, there being one for each cylinder. The outer walls 27 of these caps, which also are preferably castings of aluminum alloy orother metals, are substantially semi-cylindrical shells arranged with their axes parallel to the axis of the engine, and their outer edges meeting the edges of outwardly ofiset walls 28 of the cylinder block casting. The inner edges 29 of the cylinder cap shells meet lips 30 at the sides of the air trunk or air intake 18, which latter, as above stated, is a part of the cylinder block casting. The end walls 31 of the cylinder cap shells are substantially in planes perpendicular to the axis of the motor and meet walls or webs 32 (see Fig. 6) on the cylinder block casting. Stud bolts 33 set into the cylinder block casting pass through lugs 34 joined to the ends of the cylinder caps, and receive clamp nuts 35 securing the caps to the block. Internally each,

cylinder cap is formed with an inner wall 36. which provides the head of its respective cylinder and constitutes the back or support for the bushing or lining 37. Said bushing or lining forms, the walls of that part of the cylinder, the combustion chamber, which is exposed to the greatest heat, and is a separate piece from the cylinder structure here inbefore described, preferably madeof cast iron, or equally refractory metal. It is internally finished so as to make smooth sliding air tightcontact with the piston 38 and the .packing rings 39 thereof. Externally the said lining is formed to fit against the head or wall 36 and against the inner edges of ribs 40, 41, 41 and 42 which project in ward..from the walls 28 and 32, 32, respecl .tively, of the cylinder block casting. The

rib 42 rises from the partition wall 43 formed in the cylinder block casting between the intake and exhaust passages.

A neck 44 on the cylinder liner is internally threaded to mount a spark plug 45 and is surrounded by the tubular web 46 which joins the inner wall 36 of the cylinder cap with the outer wall 27 thereof.

so The.

head of the spark plug 45 bears on a washer a cap 50 (Figs, 1 and 2) which protects the shank of the spark plug and has an opening to admit the conductor 51 leading to the plug.

A fuel injection nozzle 52 passing through apart of the cylinder cap and through the end wall of the liner, and being threaded into' such. endwall, additionally secures the liner to the cap, since it is inclined to the axis of the recess in the cap to which the liner is fitted.

In the sides of the line: are exhaust ports 53 and inletports 54, the former of which open into the exhaust passage 19, and the latter into the passages or spaces 55 inclosed between the walls 28, 32 and the ribs 41, 40, 41. Between ribs 40 and walls 32 are other ribs 401 (shown dotted in Fig. 3) equal in number to, and 'arranged to match with, ribs 402 in the cylinder cap. site side" of the cylinder are ribs 403 (Fig. 2) rising from the wall 43 and meeting ribs 404 in the cylinder cap."

As previously stated the cylinders aresix in number. It will be seen from Figs. 1 and 3 that these cylinders are arranged in two sets of three each, placed approximately side by side and arranged with the axes of one set making an angle of 60 with the axes of the other set, these axes of course intersecting in the axis of the shaft. The individual cylinders ofthe' two sets are not exactly opposite to each other, however, but have a staggered arrangementwhich allows the connecting rods of two cylinders to be connected with the same crank. For.the purpose of identification the cylinders are designated, respectively, as C C C C C and C in the order in whichthey act; the cylinders C C and C -being in one set and C C and C in the other set. The

At the oppopistons in C and C are connected to one crank; in C and C to the second crank, and in C and C to the third crank. The last named crank is shown at 56 in Fig. 2, the two connecting rods acting thereon being shown at 57 and 58. The points marked 56, 59, and 60 in Fig. 3 represent diagrammatically the positions of the three crank centers. 61 represents the position of the wrist pin connection between the connecting rods and pistons in the cylinders C and C", one of these pistons being on the working stroke and the other on the return stroke. 62 represents the position of the wrist con nection in the cylinders C and C and 63 the position of the corresponding connection in the cylinder 0 The arrangement shown gives six working impulses on every revolution of the shaft, these impulses be-' ing equally distributed in the course of such rotation. The cylinder shown broken away in the left hand part of Fig. 3 shows the upper end of the piston in the cylinder C the interior of this cylinder being shown to represent the manner in which the piston uncovers theports in the cylinder lining. It will be observed, by the way, that the inner surfaces of the lining are in continuation of the walls of the lower part of the cylinder casting.

The cylinder construction hereinbefore described provides voluminous air chambers surrounding the parts of the cylinders which contain the most highly heated gases. The air to form the'body of the combustible charge is circulated through the chambers aroundthese cylinders for the double purpose of cooling the latter and becoming itself warmed before being admitted to the cylinders. For thus circulating the air I provide a fan or blower shown at 64' in Fig. 2, such fan being of the centrifugal type andinclosed in a case 65 which has a central inlet 66 and a tangential outlet 67, the latter discharging directly into the air trunk 18 previously described. For convenience of construction the fan casing 65 is detachable from the cylinder block, being provided with a flange 68 at one end which fits against a flange 69 on the cylinder block casting and also againstthe adjacent end of the crank case casting, to which it is secured by pivoted eye bolts 70 enterin notches in the flange 69 and bearing nuts 71 and cotter pins 72. The fan shaft 73 is mounted in ball bearings 74 and 74 in one wall of the casing 66 and carries a. gear 75 meshing. with the driving gear 76 secured to the crank shaft by being bolted or otherwise fastened to a flange 77 on the latter. Preferably gears 75 and 76 have helical teeth to reduce the noise.

Air being set in motion by the fan is propelledthrough the air trunk 18, which registers wlththe outlet 67 in the fan case. Ports 78 in the sides of the air trunk between the ribs 403 open into the cylinder jackets, and through these ports the air is blown, being compelled by the ribs gll in the cylinder block casting to pass-into the spaces 79 between the ribs 401, 403 in the cylinder caps, around and over the head of the cylinder, and thence into the chambers 55 in the cylinder block casting and in contact with the ribs 401 therein. It will thus be seen that the entering air is caused to pass entirely around and into contact with practically-the entire surface of the hottest part of the cylinder, and with conducting ribs leading therefrom, before being admitted to the inlet ports 51. Also it will be seen that such inlet ports are directly opposite to the exhaust ports and that the latter are arranged so as to give direct passage into the exhaust conduit 19.

Fuel is injected separately through the injection nozzle 52 previously described, and it is thus injected into each cylinder by the pressure generated by the compression in another cylinder. In each cylinder cap is .mounted a diaphragm pump, the same comprising a diaphragm 80 secured at its edges between clamping rings 81 and set into an open socket in the upperside of the cylinder cap, such socket being closed by a screw plug 82 which bears on the diaphragm clamping ring and is recessed on the side next to the diaphragm to provide a pressure chamber 85. From the space beneath or inside of the diaphragm extend two passages,

one of which 86 leads to the injection nozzle, and the other of which 87 is connected with the fuel distributing tank. Each of these passages contains a check valve, the check valve 88 in the passage 86 being closed by a spring 89 acting toward the diaphragm against a seat 90, and the check valve 91 in the other passage being closed by a spring 92 away from the diaphragm against a valve seat 93. For convenience I make the valve structures duplicates of one another, providing for each a plug 94 and a thimble 95. The thimble has a flange which overlies a shoulder in the passage wherein it is set, and against which it is pressed by the plug 94, which latter is screwed into an enlarged tapped end of the passage. The plug has a through passage which is .enlarged at the end away from the diaphragm to form a shoulder which in one plug constitutes the is likewise a passage 99 opening into a tapped recess in which is screwed a pipe connection nipple 100.

'The diaphragm in connection with the valves and passages above described constitutes a diaphragm pump and each of'the cylinders is provided with such a pump. The passage 99 of each pump is connected by a pipe with the passage 96 of some other cylinder, andthe passage 97 "of eachpump is connected with a central fuel tank 101. In Fig. 1 I have shown the pipes which connect the several pumps with the fuel tank and the other cylinders.- I will nowpoint out these pipes in detail, at the same time describing the cycle of actions wherein these connections have part. I will first, however, point out. that a pressure introduced into the pump chamber 85 has the effect of displacing the diaphragm until it strikes the bottomof the recess in which it is placed, so as to enlarge this chamber, expelling whatever liquid fuel may be in the chamber at the opposite side of the diaphragm past the check valve 88 through the injection nozzle 52 into the cylinder. When such pressure ceases-the diaphragm is returned to normal position, and in so returning draws in a chargeof fuel past the check valve 91. In the following explanation I shall use the reference characters heretofore applied to. the diaphragm pump indiscriminately to the pumps of each of the cylinders.

A pipe 102 leads from the branch 96 of the pump in the cylinder C to the pressure inlet port99 of the pump C of the cylinder, thereby permitting pressure generated in to act on the pump of C such pressure being conducted through the nozzle 52, branch passage 96, and pipe 102. The branch 97 of the latter pump is connected with the fuel tank by a pipe 103. Thus when pressure is developed in the combustion chamber of cyl mderG great enough to overcome the resistance of the check valve 88 in the "pump of C fuel which had previously been drawn in through the pipe 103 to that pump is injected into cylinderC Thereafter pressure developed in cylinder C is transmitted through a pipe'104 leading from the outlet branch of the latter cylinder to the pressure inlet port of the pump in cylinder C and causes a charge of. fuel, which had previously been drawn in from the tank through the inlet -pipe 105, to .be injected into the cylinder. The pipe 106 transmits pressure from the cylinder C to the pump in the cylinder C? and 1107 is the inlet pipe con-- nectingthe latter'pump with the fuel tank. Pipe 108 is the conduit for conducting pressure from the cylinder C to the pump of cylinder C and 109 is the pipe for drawing ereer "to the latter pump. Pipe 112 transmits pressure from the cylinder C to the pump of the cylinder C and pipe 113 conducts fuel from the tank to the latter pump. Thus it will be seen that the cylinders and pumps are connected in an endless series, each cylinder being connected to operate the'pump of the cylinder which follows next in the cycle of the motor. Thus the fuel is injected into each cylinder by the pressure developed in the preceding cylinder. I thereby avoid the necessity of using a carbureter,

with .its attendant uncertainties of .opera-' tion andneed for adjustment. As the fan or blower has capacity for supplying a greater quantity'of air than that required to fill the cylinders at atmospheric pressure, there is always a sufiiciency of air for combustion of the fuel. The latter is atomized and sufliciently mixed with the air for efficient combustion owing to the fact first, that the passage through the injection nozzle is branched. and has a number of orifices which divide the stream of fuel; second, that the fuel is discharged into a cup-shaped recess 114.- in the head of the piston by which it is broken up, deflected, and scattered; and third, that the high'temperature to which the airfi's brought in the cylinder by compression aids in rapidly vaporizing the fuel. The heat contained in the metal itself wherein the pump is located and the admission passage is formed, being imparted to the fuel, also assists vaporization. I do not,

however, depend upon securing a sufficiently high temperature by the compression alone to ignite the charge but employ the spark plug 45 previously described for ignition,

the engine being designed to compress to a degree of which the temperature is much below that of ignition. In this connection I call attention to the springs 89. acting on the check valves in the fuel admission ports to the cylinders, which are an important part of the invention. These springs are calibrated to determine the time in the cycle of the cylinder at V which the fuel will be injected. This time occurs, in thesix cylinder motor, when the piston in the cylinder in which the actuating pressure originates has from two-thirds to third stroke, or one-sixth revolution'of the crank shaft, behind the piston in which the pressure causing injection originates. This arrangement gives the correct timing of fuel injection with reference to closing of the ports, compression, and firing. If it were not for the check valve and its spring, or an equivalent loading means, the fuel injection would occur at too early a point .in the cycle of the cylinder and much of the fuel would be lost with the spent gases passing from the exhaust. In a four cylinder engine or one having any other number of cylinders than six, the timin of the fuel injection would be slightly di erent than as above stated, although not enough so to alter the principle or the essential mode of operation above described. The amount, and exact timing of fuel injected is determined by the calibration of the loading spring 92 on the check valve in the pump admission passage, and by controlling means later described. Preferably the diaphragm of the pump is corrugated to give it greater re' silience for a given diameter and thickness, and to prevent its adhesion by suction to the walls of the pump chamber.

As shown in these drawings the fuel tank 101 is formed as a recess in the top wall of the air trunk 18, and is closed by a plug 115 threaded into the open end of the recess. The pipe 116 is coupled to the plug so as to conduct a constant supply from the main tank. To distinguish the tank 101 from the main tank, or supply, which is provided to run the motor, I will call the tank 101 the distributing tank.

The motor is-controlled by a control valve 117 in the fuel pipe 116, and a throttle valve 118 in the air trunk 18, these valves being provided with arms 119, 120, respectively, connected to a link 121 and to controller 122, for operation in unison. The fuel valve 117 is shown as a simple one way cock adapted to be Wholly or partly opened and wholly closed according to its osition, while the throttle valve is of the utterfly type having trunnions held in bearings formed partly in the trunk 18 and part] in the end of the blower outlet pipe. 67. t is within my contemplation, however, to operate the fuel valve and throttle valve independently, or to provide a separate fuel valve for each cylinder, such valves being set into pipes 103, 105, 109, 111, 107, 113, respectively. I may also provide a by-pass around the control valve 117 to allow a greater flow than can pass the valve 117 alone, and thereby give a higher proportion of fuel to air when starting the motor.

The particular wrist connection between the connecting rod and piston is a feature of the invention and is shown in detail in Figs. 9 and 10, although I do not claim said feature herein. In the piston is set a block 123 which is secured by a screw 124 as shown in Fig. 3, such block being beveled to a knife edge 121 parallel tothe axis of the shaft, and such knife edge being located in a V shaped groove 125 in the end of the conneeting rod 58 and bearing against the bottom of such groove. The knife edge bearing wrist connection is valuable in a one way acting motor as is obvious. Attached to the ends of the bearing block 123 are plates 126 having bearings 127 for trunnions 128 on the ends of that part of the connecting rod in which the V shaped groove is formed, such plates and trunnions holding the iston and connecting rod together in starting the motor.

Another feature of practical value which I claim, although not in this application counterweights are shown in Fig. 2 as disks secured by rivets to the arm 129. As many of such weights may be mounted as may be needed to counterbalance the crank'pin and attached connecting rods. This arrangement of counterweight carrying arm is of advantage over the usual construction in which a counterweight is connected to each crank arm in that a smallernumber of arts is required.

oil disk 131 is secured to the crank shaft and dips into a body of oil contained in the crank case. One face of its upper portion wipes against one end of a web 132 (Fig. 3) formed as a part of the cylinder block casting above the crank shaft, which is shaped at its lower end to form a gutter 133 for conducting oil wiped from the disk to the passages 134 which lead to the crank shaft bearings.

The apparatus shown at 135 represents a distributor connected to the crank shaft-and rotated thereby, which, in connection with contacts 136 in circuit with the several spark plugs, distributes the current for igniting the explosive charges in thecylinders at such timesas the pistons in such cylinders reach the position 'for commencing their working strokes. As this distributor forms no part of the present invention, however, I have not considered it necessary to illustrate the same more in detail, or to show the ignition interrupter which will be mounted on the countershaft or fan shaft 73 in the design of motor here shown.

A fly wheel 137 is secured to the opposite end of the crank shaft from that on which the fan driving gear 76 is mounted. A cover attached to the end of the engine frame preferably in the same manner that the blower casing is attached, covers the fly wheel. Such cover is not shown in the drawings.

. The modification shown in Fig. 11 illustratcs an alternative mode of forming the wrist connection between the piston and connecting rod. In this form the connecting rod carries a cylindrical bar 1371' which may be tubular, and is arranged with its axis parallel to the axis of the shaft. -It is contained in a socket member 138 connected to the piston in the same manner that the knife edge bearing block shown in Figs. 3, 9, and 10 is attached. The bearing rod and socket may be of steel hardened and ground, or of cast iron. The contacting surfaces are lubricated by oil flowing through a passage 139 in the bearing block and the attaching screw 124, being fed thereto from an oil receiving groove 140.

i in the exterior of the piston through a radial passage ll fromnsuch groove to the passage 139. The pressure in the combustion chamber of the cylinder forces oil through these passages to the surfaces on the hearing at the same time that the surfaces of such bearing are pressed together. Thus undue leakage of oil is prevented.

Many of the parts of the engine may be varied without departing from the inven tion, such for instance, as the fan or blower, which is represented conventionally to illustrate the principle embodied in its use, but

which may in practice be of another type- It may also be mounted directly on the crank shaft instead of on a countershaft in the manner shown. Certain of the details of construction illustrated herein'are, however,

new so far as I am aware, and such details I.

claim as my invention, as appears from the following claims. or more pumps in connection with one or more of the cylinders for injecting different kinds of fuel either simultaneously or in alternation, as for starting and for running, respectively; and for furnishing 'a small amount of water to increase the ex ansive power of the fuel charge. These ad itional pumps may be duplicates of the ones shown,

arranged 1n any convenient locations. They have been omitted from the present -draw-- The ings to avoid complicating the same. foregoing description of operation, however, is not intended to imply that fuel exclusively is introduced through the single pump into.

each cylinder. It is part ofmy contemplation to inject other liquids through the single pump shown in these drawings, as for example, water in small quantities either exclusively or mixed withfuel, or other liquids than water or fuel. When the single pump .is employed exclusively for other liquids I intend also to use two imaeei than fuel, the necessary fuel may be admitted in other obvious ways, as by being atomized and mixed with the air stream.

Among the usefulefi'ects following from.

the features of'constr-uction hereinbefore described may be named the following Aocessibz'lityA-All working parts are readily accessible for inspection, cleaning,

and repairs. By removing two nuts and disconnecting three pipe couplings, any one of the cylinder caps may be removed, carrying with it the cylinderlining, and thus exposing at once all of the surfaces on which blower is at such relatively low pressure that no great leakage will take place if the joints are not perfectly tight, and such leakage as may occur is of no consequence because the blower supplies in any case an excess of air over that required to fill the cylinders. Packing is unnecessary to prevent leakage of the charge in the cylinder, because the lining or bushing is an integral piece longer than'the stroke of the iston. By removing the diaphragm pump cover 62, the diaphragm may be removed, exposing the fuel valves, which may be readily removed by the use of a screw-driver. By so removing the inlet valve, the head of the injection nozzle is exposed, which also may be removed by a screw-driver. Without removing the pistons, the upper half of the crank case may be lifted from the lower part after wvhich it is mounted, the gear on said countershaft, the current distributer, and the ignition interrupter.

Freedom from wear and the need of an? justnwnt.The knife edge wrist connection bearings between the pistons and connecting rods eliminate wear, and with the thrust always in one direction, there can be no lost motion or knock in the crank shaft bearings, and the latter will need no adjustment.

Simplicity and efiicz'ency of operation-.3

iVi-th the fuel directly injected into each cylinder, carbureter troubles are avoided, as

moderate pressure through the cylinder jackets andinto the admission ports, the quantity exceeding that required to fill the cylinders, cools the combustion chambers,

completely expels spent gases, and assures filling of the cylinders with pure air; such air at the same time carrying a considerable amount of heat.

[L'yjicz'cncy of 00nt1'0l.-The air supply and fuel supply may be controlled by the engine driver by operation of the throttle valve 118 and fuel valve 117 in any manner desired to regulate the speed of the engine and the amount of work done. Regulation of the fuel valve determines the amount of fuel which is drawn into each diaphragm pump upon return of the diaphragm after being displaced by the pressure impulse. When the fuel and air throttle valves are coupled together, the fuel thus bears a fixed roportion to the amount of air supply, ee ing the mixture constant at all speeds. t is within my contemplation, however, to vary the mixture as may be required in any condition by the proportion of the linkage between the air valve and fuel valve, and by provision of lost motion in such linkage.

The foregoing enumerationisnot given as an. exhaustive list of the advantages of the invention, but merely as a partial indication of 'its utility.

What I claim and desire to secure by Letters Patent is:

1. In aplural cylinder internal combustio'n motor, means constructed and arranged for operation by pressure originating in one cylinder to inject fuel directly into the combustion space of another cylinder and a valve obstructing such injection of fuel with a yielding resistance which is calibrated to permit opening of the valve only when the actuating pressure approaches the mainmum pressure of the compression in the cylinder where such pressure originates.

2. In a plural cylinder motor the combination with a diaphragm pump associated with one of the cylinders of the motor to inject liquid fuel into'the combustion space thereof, and a conduit leading from the combustion space of another cylinder to the pressure chamber of said diaphragm pump,

and a yieldingly closed check valve in the passage from the pump to the associated cylinder preventing flow of fuel thereiuto and calibrated to open when the pressure applied by the pump to the fuel becomes nearly as great as the maximum pressure of compression in the actuating cylinder.

3. In an internal combustion motor, a plurality of working cylinders and a crank shaft with which said cylinders are associated to apply impulses in regular order, each of said cylinders having in its Wall a recess, adiaphragm mounted in said recess,

a cover closing said recess and overlying the diaphragm, a passage leading from the inner side of said recess into the combustion chamber of the cylinder, a branch leading from said passage to the exterior of the cylinder wall, a second passage leading from the recess to the outside of the cylinder wall, an admission pipe connected to the said second passage, and a conduit leading from said branch passage to the diaphragm cover of another cylinder, said cover having a port for admitting gas under pressure to act on the diaphragm.

4. In an internal combustion motor the combination with acylinder thereof of a fuel injecting pump, said pump comprising a diaphragm, a cover overlying said diaphragm and inclosing a chamber of which the diaphragm forms one wall, and connections to the interior of the cylinder and to a source of fuel supply, respectively, at the opposite side of the diaphragm from said chamber, the cylinder casting having a recess into which said diaphragm is placed and in which said cover is secured, and having two passages leading from said recess, both of which passages have branches extending to the outer surface of the casting, and one of which continues into the interior of the cylinder, each of said passages being enlarged at the end next to said recess, a thimble having a flange set into each of said passages with its flange resting on the shoulder thereof, and a plug screwed into the en larged end of each passage bearing against the thimble fiange,each of said plugs having a through passage which is enlarged at the end toward the thimble, and each thimble having a passage at its end, and a check valve and a spring confined between the end of said thimble and the larger end of the the opposite in one of the thimbles from that in the other. I p

5. A plural cylinder motor including in combination with the cylinders thereof, a pump associated with each cylinder arranged to inject liquids into the associated cylinder, separate means for conducting air to the several cylinders, and fluid pressure conducting means leading from the combustion chambers of the several cylinders to the pumps associated with the cylinders severally following in .the cycle of the motor, for causing operation of the several pumps by the pressures produced by compression in the cylinders from which said conducting means respectively lead.

6. In a plural cylinder internal combustion motor, a diaphragm pump associated with each cylinder having an outlet for injecting liquids into thev cylinder and an inlet from a point outside of the cylinder, said a maasei 'pu'mp including a flexible resilient diathereby put into communication with the 10 phragm and inclosed chambers on opposite diaphragm pump of the cylinder next folsides of the diaphragm, said inlet and outlowing in the cycle of the motor, wherebylet 'both communicating with the same chamthe pressure produced by compression in ber, and a conduit leading from the chamber each cylinder is enabled to cause injection at the opposite side of the diaphragm to of liquids into the following cylinder. 15 the combustion chamber of another cylinder, In testimony whereof I have afiixed my said conduits being so arranged that the signature.

combustion chamber of each cylinder is GILBERT WRIGHT. 

